Fuel-valve for internal-combustion engines.



G. K. DAVOL.

FUEL VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 12. 1912.

LQQQfiQfi; Patented May 8, 1917 FIG l a SHEETS-SHEET 1.

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FUEL VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NEH/.12. x912.

L fifiwu Patented May 8, 1917.

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WITNESSES ATTORNEYS G. K. DAV'OL.

FUEL VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 12, 1912.

L fiwo Patented May 8,1917.

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l'with jinte'rcooler, troublesome feature GEORGE 'K. Devon, or sen rnanorsoo, CALIFORNIA.

Tonia-VALVE roe m'rnnnencomrnsrron' enemas.

memos.

- To all whom it may concern:

Be it known that I, GEORGE K. DAvoL, a citizen of the United States, residing in the city and county of San Francisco, in the State of California, have invented a new and useful Form of Fuel-Valve for Internal- Combustion Engines,-of which the follow ing is a specification.

My invention relates to a form of valve, or fuel injector, through which fuel is introduced, or intermittently sprayed, into the cylinder, or combustion chamber, of an internal combustion engine.

This form of valve which embodies my in vention, is primarily designed to operate with a liquid fuel, but a mixed liquid and gaseous fuel, such as a partially vaporized oil, or a mixture of oil and-air, may be used with this valve, as may also a semi-liquid fuel carrying solid matter.

l Tn most internalcombustion engines operating on oil-fuel and employing high compression of the air in the cylinder, the oil fuel is injected or driven into the cylinder and atomized at the same time by means of air compressed to a very high pressure, or a pressur I several hundred pounds in excess of thatto which the main body of air in the cylinder s compressed by the working piston.v The necessary means for providing this highlytcompressed injection air in such engines, comprising a multi-stage compressor forms a complicated and of such engines, and it if possible to do so, to

employing this inthe fuel into the is highly: desirable,

eliminateth' necessity of ection air for spraying lvlyinvention, while not necessarily limited to operation on liquid fuel alone, is intended primarily to afiord a means oi progerlyintroducing liquid fuel into the cylinder of an internal combustion engine iii a finely divided and difiused state without resorting to the use of atomizing or injecting air.

The eiiect of this is to render such engines much simpler and also to do away with the objectionable cooling effect of the atomizing air which is often experienced when such engines are running on light loads.

Many devices for accomplishing this end have been proposed, and it is possible by forcing the oil fuel through a contracted and properly formed orifice under extremely. high pressureto 'atomize the oil very efiectively without resorting to the use of any Specification of Letters Patent.

as to properly divide or screwed Patented May 8, 191% Application filed Itovember 12, 1912. Serial No. 730,881.

atomizingair. It has been found, however, that if such orifices are made of such form difiuse the oil, there is much'difiiculty experienced from the oil fuel clogging the orifice, largely through the efiect of the heat of combustion, and the intermittent action of the sprayer; causing deposits of residue or carbon to form in the orifice, or on the edges of the orifice.

My invention is, therefore, largely concerned in providing an orifice of form such as will mostefi'ectively break up and spray the oil fuel and diiiu se it properly throughout the combustion space, and which at the same time is kept clear of all deposits of residue or carbonfor of foreign matter can ried by the oil.

The spraying or injecting orifice T employ is preferably formed by a conical or approximately conical valve resting on a correspondingly formed seat and preferably opening inwardly into the cylinders.

This valve I keep clear of clogging accumulations by providing means, whereby it is turned or oscillated axially while bearing on its seat. This twisting or oscillation of the valve against its seat, which occurs between or during each injection of fuel, clears or grinds away any deposit or matter tending to clog the orifice.

lln the accompanying drawings,

Figure 1 is a section taken longitudinally through the center along the axis of the valve.

Fig. 2 is a section at right angles to the axis and on the line mm of Fig. i.

Fig. 3 is a similar cross-section line y--y in i.

Fig. a is a similar cross-section line 10-10 in Fig. i.

Fig. 5 shows a modified tion and is a longitudinal central section taken along the axis of the valve.

' Similar parts shown in the various views are designated by the same reference numbers in all the views.

Referring to Fig. lA portion oi the cylinder head 1 o-fan internal combustion engm is shown, the interior of the cylinder or the combustion space being shown -at 2. The valve body 3 is secured to this cylinder head 1 by two studs plan in Fig. 3. Into the valve body 3 is the valve seat 5 forming a tight joint with the valve body.

The valve proper 6 when fuel is not being taken on taken on form of myinveninjected rests on the seat 5 and is held in place by the helical spring.7 which acts i the pin 9. The other end of the spring bears on the valve seat 5. p

This arrangement holds the valve 6 against its seat 5 by the force of the spring 7 unless forced off its seat by pressure of the fluid fuel or by some mechanical means.

The upper end of the part- 8 is formed with a flat central projection which engages loosely With a jaw formed in the lower end of the spindle or valve 10 so that while free to move axially independently of the part 10, it can be turned or twisted on its seat by any turning movement of the part 10..

The preferred form of my device is shown in Fig. 1 and comprises a plunger 11 and suction valve 10. The plunger 11 is reciprocated by any suitable connection to the moving parts of the engine and is a close fit in the hole bored in the valve body 3 and is provided with the gland 12 and stuffing box 13 making it tight against leakage.

The suction valve seat 14 is securedat the upper end in the valve body 3 tightly against leakage of oil by the clamping nut 15 and forms at its upper end the stuffing box 16 through which the stem of the suction valve" 10 passes.

The suction valve 10 is given both an axial and an oscillatlng or turning movement by" means which I shall now describe.

On the upper end of the valve body 3 is formed a helical thread or threads 84: ofv steep pitch, and fitting on this threaded-por- I tion is the nut 17. This nut 17 has an arm 18 by means of which it is oscillated through while the thimble 20 and valve stem 10 are free to move axially with reference to the adjusting screw 19 they must turn or oscillate with it. Against the lowerend of the thimble 2O bears the helical spring 22 which has hearing at its lower end on the reentrant portion of the nut 17.

The adjusting screw after being properly adjusted is held from turning in the nut 17 3 by the screw 23.

In the position of the parts shown in Fig.

1, the suction valve 10 bears against its seat 14:, the spring 22 tending to keep it in this position. If the nut 17 be turned so that it moves down on the threaded portion of the body 3, the end of the suction valve stem 10 will come in contact with the top portion of the adjusting screw 19 and further move- ,movement to the valve 6.

ment of the nutwill cause the valve 10 to beforced off its seat; it being at the same time turned on its axis, following such movement of the nut 17 and imparting su'chturning Any upward movement of the nut 17 from the position shown in Fig. 1 while causing the suction valve 10 and valve 6 to turn on their axes, would not cause the suction valve to move. in an axial direction, as it already bears against its seat, but would result in a compression of the spring 22.

The action of the apparatus will nowbe explained. v

The spraying valve 6 is held tightly on its seat both by the action of the spring 7 and by the pressure of the working. gases within the cylinder of theengine, except when-fuel is being injected, when it is forced ofl its seat by the pressure of the fuel, which thus opens an orifice for itself through which it is pro j ected with high velocity in a conical shaped filmor spray into the cylinder.

The suction valve 10 is held off its seat by the nut 17 except during the period of fuel injection.

The plunger 11 is so reciprocated by suit able connection to the moving parts of the engine that the period of injection of fuel will occur during its inward stroke or movement toward the axis of the valve. The suction valve 10 being held off its seat during the outward stroke of the plunger, it

- will be understood that the outward stroke of the plunger '11 will cause' the liquid fuel to be drawn from a source of supply through 1 the pipe 24:, annular passage '25 and between the valve 10 and its seat 1 1 into the cham.

ber 26. On the reverse or inward stroke of the plunger, this current or? liquid fuel will be,.of course,'reversed,and the oil'would be forced back again to the source'of its supply if the suction valve 10 was held con-.

with the moving parts'of the engine, is so timed that it then reaches the highest point of its upward travel and during a certain determined period of'the highest portion ofits travelit allows the valve 10 to contact With its seat, as shown in Fig. 1. At this period, the plunger is moving on its inward stroke and liquid fuel being cut off by the closing of the suction valve 10 from returning through it, is forced through the only other avenue of escapepbfr through the valve 6, which it lifts off its seat and so escapes into the cylinder of the engine.

Preferably before the plunger 11 has com.- pleted its inward stroke, the oscillating movement of the nut 17 has caused itto descend sufliciently to lift the suction valve off its seat again and so allows the oil under pressure of the plunger 11 to escape or pass back to the source the suction valve lifts, relieving the pressure, the spraying valve- 6 seats itself and the injection of oil into It will be seen by this arrangement that the high pressure necessary to properly spray the oil into the cylinder exists only during the period of injection and that this high pressure is cut off by the suction valve from the stuffing box 16 which is not, therefore, called upon to resist a high pressure. It is also to be noted that the differential or excess pressure of injection under which the fuel is forced into the cylinder is regulated by the pressure of compression of the spring 7 and is independent of the speed of the engine; also that the rate at which the oil is injected into the cylinder is always proportioned to the speed of movement of the plunger 11 and therefore the fuel can be evenly fed or injected at an approximately uniform rate throughout any desired period.

From the foregoing, it is understood that the spraying valve 6, together with the suction valve 10 and nut 17 are all oscillated through a certain angle about their axes and back again, during each cycle of the engine. The valve 6 resting on its seat most of this time grinds its seat free of obstructions or deposits and by its movement prevents any serious formation of deposits on the edges of the orifice opening into the cylinder of the engine. The suction valve 10 is only seated for a comparatively. brief period or during the period of injection, and as the reversal of movement'of the oscillating parts occurs during this period, the yalve 10 is moved but very slightly upon 1ts seat.

In the drawings and the foregoing description, T have shown and described the plunger 11 as working in a cylinder formed in the valve body v3 which arrangement l. have adopted for simpl city of description. This exact arrangement of the plunger is not necessary nor in my' opinion to be pre ferred. The plunger can operate in a cylinder placed any convenient point for connection to the moving parts of the engine and connected with the chamber 26 in the valve body by means of a pipe, through which the oil or fuel will pam back and forth with the movement of the plunger.

Tn Eig. 5, T showa modified form of valve in which the spraying valve opens out wardly away from the cylinder. Tn this form the oil fuel is supplied through the pipe 27 from any suitable source, under either constant pressure or intermittently varying pressure- As the spraying valve 6 here opens outwardlyythe pressure of the as fuel cannot open it but tends to keep the of supply. Immediately.

the cylinder ceases.

valve on its seat. In this form the spraying valve 6 is therefore lifted ofiits seat mechanically.

Referring to Fig. 5, the adjusting screw 19 carried by the oscillating nut 17 is pinned fast by the pin 28 to the spindle 29. This spindle 29 passes through the stuffing box 16 into the space 26* which is connected to the source of supply of fuel.

The spindle 29 has an enlarged lower end, which is bored axially to receive the upper end of the spraying valve 6 which slides loosely within the said hole. There are two slots 30 on opposite sides of the said hole and through these slots and through a hole in the upper end of the stem of the valve 6 is passed the pin 31. It can be seen that any twisting or oscillating movement of the spindle 29 will be transmitted to the valve 8 by means of the pin 31 which fits loosely in the slots 30, Also it can be seen that a certain movement in an axial direction is allowed the spindle 29 without affecting the valve 6 but if the spindle be raised far enough the pin 31 will contact with the bottom of the slots 30 and any further movement of the spindlein the same direction will cause the valve 6 to be lifted off its seat. The spring 33 together with the pressure of the fuel acts to keep the valve 6 normally on its seat. its lower end by The action of be readily understood. g

The arm 18 of the nut 17 is connected by suitable means with the moving parts of the engine, so that at the desired t me of fuel admissiomthe nut 17 is at the highest point of its travel. The parts are so ad usted that during a certain determined period embracing the period at which the nut 17? reaches its highest point of travel, the pin 31 is in the guide vanes 32.

cylinder. Uri the forced into the engine I a the nutthe valve 6 downward movement of 1 is dropped on its seat again and the fuel cut off. a U L The oscillating movement of the nut 9n its axis is transmitted to the valve 6 the means described and the valve, forces). against its seat by the pressure or the fuel, and by the spring 33, turns through a certain angle back and forth on its seat, br eaking down and grinding away any obs ructions. or deposits and keep ng the seat clear.

The valve may be placed either vertically as herein described, or horizontally and many. arrangements of parts other than those described may be used wlthout departing from my invention.

The valve 6 is guided at this form of valve can now It must be understood that although T i prefer a reciprocating plunger, acting to draw the fuel back and forth through the suction valve 10,. as indicated in Fig. l, a

continuous forced supply of fuel may be employed, supplied to the chamber 26, Fig.

1, from any suitable source, at any desired 5 and determined r ate,'and allowed to passon and escape through the valve when the valve 10 is open, butwhich when the valve 10 is on its seat must escape or vent itself by lifting the valve 6 off its seat and so inw jecting itself into the cylinder of the engine. In other words, it is not necessary that the fuel be drawn through the valve 10 into the chamber 26 or that the valve 10 act as a we the valve is moved on its seat angularly in.

opposite directions, being first twisted or turned in one direction and then in the other, returning at the'end of such double oscillation (which is carried out completely 30 during each engine cycle) to its original po- I 'sltlon.

This reversed oscillating movement in the,

grindin of valves on their seats is much more effective movement than a simple intermittent or continuous rotatingmovement in one directiongwhich rotating movement or movements in one direction have a tendency to cut circular grooves on the surfaces of the valve and seat, and do not aseffec- 40 tivelyv yield the smooth and good. results that the reversed oscillating movement does. It is also to be noted that the most advan-' tageous period in which to move the valve on its seat to effect a grinding away of deposits, is just as the valve is coming back on its seat after the period of opening-and duringthe first instant of its being in contact with its seat, and this action it is to be noted I have carefully provided for.

What I claim is: 1. In a fuel injecting apparatus for inter-' nal combustion engines, the combination of a spraying valve, a spring or other yielding for intermittently forcing, liquid fuel between said valve and its seat, and means for turning or oscillating said valve on its seat in opposite directions.

3. In combination, an annular valve seat, a valve for said seat, yielding means for holding said valve upon its seat, means for periodically forcing liquid fuel between the valve and the seat against the action ofsaid yielding means, and means for oscillating said valve upon its seat in opposite directions between successive periods of fuel injection.

l. In a fuel injecting apparatus for internal combustion engines, the combination of a chamber, means of supplying fuel to said chamber, a spraying valve placed between said chamber and the engine cylinder, means for periodically twisting or oscillating said spraying valve on its seat, an escape valve when open permitting the fuel to escape from said "chamber, and means for opening and closing said escape valve.

5. In a'fuel injecting apparatus for internal combustion engines, the combination of a chamber, a passage or port connecting said chamber with the engine cylinder, a spray ing valve closing said passage or port except during the periods of fuel injection, a spring or other yielding means forcing said spraying valve on its seat, means for pcriodically imparting angular movement to said spraying valve immediately upon closing and while held against its seat by the said spring orother yielding means, and means for periodically establishing a fluid pressure of liquid fuel within the said chamber, the said pressure being sufficient to force the said spraying valve off its seat against the action of the said spring or other yielding means.

6. In a fuel injecting apparatus for internal combustion engines, the combination of a chamber to which fuel is supplied, a spraying valve between said chamber and the engine cylinder, an escape valve when open allowing fuel to pass from said chamber, connection between the two said valves whereby angular movement of said escape valve 'on its axis is transmitted to said spraying valve said two valves being independently capable of reciprocation.

7. In a fuel injecting apparatus for inter nal combustion engines, the combination of a chamber to whichfuel is supplied, a

spraying valve between said chamber and the englne cylinder, an escape valve when open allowing fuel to pass from said chamher, the said two valves being in axial line,

- means for twisting or oscillating said escape valve on its axis, and means for transmitting oscillating or twisting movement from said escape valve tosaid spraying valve said two valves being independently capable of reciprocation.

8. in a fuel injecting apparatus for internal combustion engines, the combination of a reciprocating plunger, a chamber into which fuel is drawn by said plunger, a suction valve through Which fuel passes into said chamber, a spraying valve placed between said chamber and the engine cylinder, means for imparting'to said suction Valve oscillating or twisting movements on its axis, and means for transmitting such oscilw lating or twisting movements from said suction valve to said spraying valve.

9. a fuel injecting apparatus for internal combustion engines, the combination of a reciprocating plunger, a chamber into which fuel is drawn by said plunger, a suction valve placed between said chamber and a source of supply of fuel, a spraying valve placed between said chamber and the engine cylinder, the two said valves being in axial line, means for imparting oscillating or twisting movements to said suction valve, and means whereby oscillating or twisting movement is transmitted from said suction valve to said spraying valve.

10. In a fuel injecting apparatus for internal combustion engines, the combination of a chamber to which fuel is supplied, an escape or suction valve placed betw'een said chamber and source of supply of fuel, a spraying valve placed between said chamber and the engine cylinder, mechanical means for imparting opening and closing movements to said escape or suction valve, means for twisting or turning said escape valve on its axis, and connecting means between said escapevalve and said spraying valve whereby twisting or turning movements are transmitted to said spraying valve.

11. In a fuel injecting apparatus for internal combustion engines, the combination of an engine cylinder, a spraying valve opening inwardly into said cylinder, a mechanically controlled suction valve, means for twisting or turning said suction valve on its axis, and means for transmitting such twisting or turning movements to said spraying ing said valves.

12. In combination, an annular valve seat, a valve therefor, spring means for holding valve and means for independently operat- .said valve upon its seat, means for impart-- ing an axial movement to said valve against said spring means sufiicient to force said valve from said seat, said means comprising a fluid pump, and means independent of said lifting" means to impart an angular mo tion to said valve while it is pressed against a valve, a spring for holding the valve against the seat, means for periodically injecting ilQLllCl fuel between the valve and the seat against the action of the spring, and means for periodically imparting angular motion to the valve as it approaches its seat during the closing movement of the valve and immediately upon closing While it is in contact with its seat.

In witness whereof, I hereunto subscribe pyjlgname this 2nd day of November, A. D. it

GEQRGE DAVUL.

itnesses J /V. JV. Hnannr G. M. Peon, 

